System for electric railways.



'No. 884,644. PATENTED APR, 14, 1W8. Ahfl. EASTWOOD. FOR ELECTRIC RAILWAYS.

N FILED OUT. 25, 1906. EENEWED SEPT. 18,1907.

L P P A PATENTED APR. 14, 1908.

A. G. EASTWOOD. 4 SYSTEM FOR ELECTRIC BAILWAYS. APPLICATION FILED 00125, 1906. RENEWED SEPT.16. 1907.

3 SHEETS-SHEET 2.

INVENTOR M a wdwrn! wi-ruzscs:

WW, 4* t A TT'ORNEY No. 884,644- PATENTED APR. 14, 1908. A. O. EASTWOOD.

SYSTEM FOR ELECTRIC RAILWAYS. APPLIOATION FILED 001225, 1906. RENEWED SEPT. 16. 1907.

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m-rm-zsszs: nverw kon a l/M 01 @01- 4" ATTORNEY electric motors To all. whom it may concern:

Cleveland, in the county of Cuyahoga and specification.

train of fifty cars. Such connections of kl) me UNITED ARTHUR C :woon

Application filed October 25 H033,

Renew Serial 1 30. 39 5,3123,

Be it known that I, ARTII'L'R C. Ensrwooin, a citizen of the United States, residing Stateof Ohio, have invented or d new and useful Improvements in Electr c Hallways, of which.

recovered s ems A My invention. relates to cert useful improvements in electric railways with particular referenc' controlling from a single point of placed at various points in a train.

The object of my invention is to BTOVillmeans for simply and reliably con motors placed on various cars of a train. a single point Without the use of conductors or other special attacl the cars intermediate those equip h. motors. w i

The use of'a number of locomo units placed at a number of points in the -she-up of a long train possesses a number of advantages over the use of a single locomo such as is at present used in the operation steem roads. When anumber of units used, the motors may readily be of such l V t they v v .1 can be accommodated upon the ax. es of? tne cars beneath the carlloor, the body l of he car being available for accommodating? i.

5) assengers. In this way the de ocomotive may-be dlspensed with desired proportion of the weight may be utilized for tractive arse ing upon the number of cars equipped with motors. Fn the use of a number of units, i force is subdi'videdso that no si comotive is required to transi force needed for driving the tra trolling systems at present know: t number of control wires are oer point of control (usually. the the train) through the Various 5 train so as to reach the cars eqn r with the moto'rs. Flexible couplings must, of

course, be provided for connecting. th wiring on one car-to. that on the next; the

.t in ole terns of multiple-unit control at use as many as one thousand .iei flexible connections would he require and the i ngs he- Jane of possible for a tier/trio power to (tin-h are alteration, re locomo- '1 tted road it :1 N

V ig one of C1. diagram n as t .t

oi shown in. tricsl 'conr yed tive l and t tors.

might be ne of the loot/mo plan oi' the etionary condnc West cooper-- shown) [L eremarter I also e V and Y n sl' oes or contacts P P P etc,

tasted the conductors N 5' extended along tile I might substitute r or both of the rails or ower to the motors on cars P P P and 4 and for the control-circuit which includes the conductor M.

The controhconductor M is divided into sections (Fig. 5) of such length that two trains will not be operated upon the same section at the same time, the ends of the sections overlapping a distance equal to the maximum length of the train, so that in passing from one section to the next the contacts m will span the overlapping conductors without opening the control-circuit;-

Referring now to Fig. 3, K is the controlling switch, preferably carried by the leading car P of thetrain, and is represented as of the drum or cylinder type, there being a row of relatively stationary contact fingers Z), 1), b b b ,cooperating with a series of contact strips or segmental rings 7c to k", carried by the rotatable drum or cylinder. The strips k to k are all connected in a stepped series, each successive strip below the strip k extending farther from the fingers than the one above it. These strips are short and are in contact with their respective fingers only during the time the controller is at a corresponding speed position. The successive strips 7cl; 'slightly overlap so that contact of a strip with its cooperating finger will be made before contact of the adjacent strip with its finger is broken.

To furnish energy for actuating the motor-- controlling devices, which are carried by the motor-cars of the train, I have provided the storage battery B divided into the sections BB These sections are connected to the contact-fingers b --Z) of the controller K as follows: The section B is connected to the contact-finger b by the wire a the section B to thecontact-lingers b and b by the wire (1 the section B to the contact fin ers in and b by the wire (1 and so on, the .as't section B being connected to the contactfingers l) and b by the wire a The wires a e fork, the upper branches leading through resistance r-r respectively, to the upper member of each pair of contact-fingers and the lower branch shunting the corresponding resistance and leading to the lower member of each pair of contact-fingers.

The forward end of each contact-strip a li: is notched, the upper portion thereof being wide enough to cover the upper member of the corresponding pair of contact-lingers, while the rear portion of each strip extends down far enough to cover the remainin member of the pair of contact-fingers. It wiTl readily be seen that, when the contactstrip If engages the contact-finger b the corresponding resistance 1' willbe included in the circuit which starts from the left side of the battery section B' and includes the wire a, the contact-finger b the contact-strip 7c, the connection between this strip and the strip W, the contact-finger b", the resistance r and the wire a to the right end of the said battery section. As the drum of the controller K is further advanced, the contactfinger b comes into contact/with the lower step of the strip 76 just after the strip in has leftcontact with the finger b. The resistance 'r is then short-circuited and the wire a cut out of the circuit just traced. The succeeding strips anddingers are arranged in the same manner, the resistances r, r, etc. in

each case being short-circuited and the next battery cells to be connected between the conductor M and the rails G.

W is a reversing switch preferably of the form described in. my pending application for United States Patent, Serial No. 312,613. It will be seen that the o eration of the reversing switch W, which, )y a quarter revolution, moves the conductor strips w and w so that the strip w will connect the contacts 1 and 2 and the strip u; will connect the contacts 3 and 4, will reverse the connections of the battery to the rail G and the control-conductor M, thus reversing the direction-of cur; rent flow through the actuating devices of the moter controllers on cars P, 1 ,1 and P.

.The control circuits on each of the motor driven cars P to P are designated, respectively, by the characters p to p. It is to be noted that one end of the control-circuit on each car is connected to the rail G, preferably through the truck of the car, an that the other end of the controhcircuit on each car is connected to acontact shoe m? which cooperates with the control conductor M.

The arrangement of the circuits on each motor driven car is more clearly shown in Fig. 4, in which A is the armature and F, the field winding of a single driving motor. U is a reversing switch for reversing the direction of the motorythe terminals 5 and 8 being connected to the brushes of the armature; the terminal 6, to one terminal of the resistance R, and the terminal 7, to one terniinal of the field F. The remaining terminal of the field F is connected to the shoe n" which is in sliding contact with the conductor-rail N, whose function is to conduct to the carmotors X the propulsion current generated at a power station, one terminal of the genera-tor being connected to the conductor X and the other to the .rails G. v

The resistance R is divided into sections 35 increasin 4o tro-magnets having windings u and.

R R -R for governing the speed and power of the motor. The sections of resistance are indicated as controlled by niagnetically operated switches S El --8 the 5 closure oi" each switch serving to short-circuit a section of the resistance connectedt-o its terminals in the well known way. As shown, the terminals of the sect-ions of the resistance are connected res ectivelyto one of the contacts of the severa. switches S, W,

etc. while the second contact of each of the i said switches is connected to a common wire J, leading to the rail G. The switches may be of any type, the one shown being merely diagrammatic or intended to show the presence of automatic magnetically operated switches. The pair of contacts of the switches are closed by the action of the wind-- ings C, C etc. on their plungerdike cores go having at their bottoms the bars which of said switches are in series between the conductors leading to the rail G and the shoe m on the controL-conductcr M. The lungers ot'the switches are shown as provi ed with successively heavier weights or bars so that a step-bystep increase in voltage between the rail G and the control-conductor M, which isobtained by rotating the drum of the controller K, will cause the successive closure of the switches S, S S etc, thus closure 0? each switch cuts out a section of the resistance R. i

Thereversing switch U is indicated as operated in one direction or the other by elec 3 is the windingcf a polarizedrelay which controls the circuits of the windings a and c When the polarized armature of the relay is on the contact if, as shown, the coil u of the reversing switchis energized, it being in series through the armature u with the conductors leading to therail G and the shoe m When, however, the direction of current-fiow through the coil u of the relayis so reversed (this being caused by operation of the reversing switch'W of the controller K), the armature u of the relay is attracted, opening the circuit of coil u, and closing the circuit of coil a ,"therebyactnating the reversing switch U andcausing the armature A to rotate in the reverse direction. The energization of the winding 1,1, moves the blade to so as to bridge the contacts 5 and 6, and the blade w so as to connect the contacts to 7 and 8.

c5 gers b b b etc. the controlling switches S spirements l" the speed of the motor because the turned to the original off-position, the cir cults of the motors on each of the cars is opened; and when the revs g switch l il is again shifted and controller i is n operated, the motors will he started in, the r: direction and the r and. power will he controlled heiore. My ention, there fora-ail'ords very simple means for controlling the speed, power and direction of rot: a plurality motors on, various ca. train from a single point.

For the sol e cl simplicity l have shown a storage hi y a source of power for actuating the control devices on the various oi train. {if course, other devices,

such, for example, motor generator,

might be employed for the pur ose, the re that variable voltage he available and each step ol? the controlling switch l3; corresponds to a certain'defi nite voltage between the control-conductor M and'the rails G. Further, I have indicated but a single motor for each or the cars P Of course, a number of motors might be applied to each ear the speed and power of these motors might be varied by altering the grouping of their windings: or,

if the motors be of the alternating current type, the resistance R might be replaced by a controllable transformer or rea'ctance. While 1 have shown the switches S S S etc. as operated by power furnished by the battery B, it is evident that the switches might be operated by compressed air or other power controlled relays, the relays in turn being under the control of the switch K in a manner the equivalent of that shown and. described.

The operation of my invention may be explained as follows; The operator in the car P1 turns the handle of the controller K so as to cause the strips k and k to czintact'with the lingers 72, b whereupon current from the section-B of the battery B flows through contacts 1 and 3 of the revcrsing'switch N to the rail G. Leaving the rail G as indicated in Fig. 4, the current divides; one portion passes from the rail G through the winding. 163 of the polarized relay, and thence to the contact shoe m and returns through the control-conductor M and the contacts 2 and i of the switch W to the terminal or? the battery B. This completes the circuit through the coil a of the polarized relay, and assuming that the current flows in such a direction as to repel the armature a" so that it makes contact with the terminal a", as shown, a second circuit is established from the rail G through the armature a of the relay, the contact a,

the coil a of the reversing switch U, thence in circuit.

switch, which we will assume causes the contact strip w to bridge the contacts Send 7 and the contact strip w to bridge the contacts 6 and 8. Current from the control battery also asses from the rail G through the switch coi s C to C in series. The switch S having aplunger of lighter weight than the, others closes first, and establishes the main circuit through the motor as follows: From the power-conductor N through the contact shoe 71 the motor field winding F, the contacts 7 and 5 of the reversing switch U, the motor armature A, the contacts 8 and 6 of the reversing switch U, the entire resistance R to R, and thence through the contacts of the switch S to the rails G, through which the current returns to' the power house. When the controller K-has been rotated so as to bring the strip k in contact with the fingers b and b the battery section B will be .motors, the operator simply throws the reversing switch W, Fig. 3, so that contacts 1 and 2 are connected together, and contacts 3 and 4 are connected together. When the controller K is then operated 1n such a mannor that the strips 7c, k} are in contact with the fingers b, 6 current will pass from the first section B of the battery B through contacts 1 and 2 of the reversing switch V7,.

thence to the control conductor M, and

through all of the switchactuating coils and through the winding of the f olarize'd relay in a reversedirection fromt at previously described, since .the olarity existing between the control conuctor M and the rails G has been reversed. This reversal of thedirection of current flow will cause the olarized relay to attract its armature 11). ringing it into contact with the terminal, a which is 1n connection with the actuating coil 111 of the reversing switch. This completes the circuit through the coil a and causes the contact strip w to bridge the contacts 5 and 6 and the contact strip w to bridge contacts 7 and 8. The switches S to S will act the same as before, since their action depends merely upon the amount of current flowing through their windings and not upon its direction. Switch S will, therefore, close as before and establish the main circuit through the motor as follows: Current will flow from the power-conductor N through the contact shoe an}, the field F. the contacts 7 and 8 of the reversing switch, the armature A, con tacts 5 and 6 of the reversing switch U tothe control resistance, thence through all of the resistances R to R, and through the contacts of the switch S to the rails G, thence returnin to the power-house. It will be noted t at the direction of current flow through the armature A has been reversed while current flows through the field F in the same direction as before. The direction of rotation of the motor will, therefore, be reversed. Further actuation of the operating controller K will cause successive clo sure of the switches S as before, cutting out resistance R and increasing the speed. I

By dividing the control-conductor M ilito sections, I prevent any interference with the motor-controlling devices of one train by another train. The potential between the rails G and M determines the number of the switches 8 ,5 etc., thrown in and, therefore, the speed of the train. Obviously if the control-conductor were continuous along the railway and anumber of trains were on the railway at the same time, the motorinan of each train might have his operating controller K on a different oint, so that the control-batteries B on t e various trains would tend to produce varyin differences of potential between the control-conductor M and the rails G, according to the number of battery cells admitted into circuit by the various controllers. This would, of course, set up cross-circuits between the control apparatus of the various trains and interfere with proper control.

. It is to be understood that portions of my system may be modified while others remain unchanged, and that the details and combinations thereof may be variously constructed and arranged without sacrificing the characteristic features thereof, as specified in the claims.

I claim- 1. In an electrically operated railway the combination of a train of cars, propelling motors and controlling devices therefor-on certain of'the cars of said train, a controlling switch on one of said cars, a stationary conductor along the roadway and contacts whereby said controlling devices may be oper'atively connected to said controlling switch through said stationary conductor.

2. in an electric railway the combination of a plurality of cars, a motor and controller therefor on one of said cars, a switch on another of said cars, and means for causing said controller to operate in response to the operation of said switch, said means including astationary conductor and contacts carried by said cars and cooperating with said conductor.

3. In an electric railway the combination of a train of cars, certain of said cars having propelling motors and means for varying the a control conductor along said railway and in connection with the said controlling devices and means for altering the difference of potential between said control conductor and the rails of said railway to caiise operation of said controlling devices.

5. A system of control for travelmg motors comprising controlling means for varying the speed, power and direction of rotation of said motors, a master switch for actuating said controlling means, and connected thereto through two stationary conductors, one of said stationary conductors being the rails upon which the motors travel.

(ii In controller for electric motors, a reverse switch operated in one direction or the other by electronnagnets, a polarized-relay controlling the circuits of said electro-mag' nets and means for reversing the direction of current flow through the Winding of said relay.

7, The combination of a plurality of motor cars, electrically operated means on each car for controlling the motor or motors on that car, a stationary control-conductor, and contacts connecting the said electrically op. era'ted means to the control-conductor.

-8. The combination of a car, an electric motor thereon, electrically operated motor-- controlling mechanism thereon, a stationary control-conductor, and a traveling electrical connection between the control-conductor and the motor controlling "necha-nism, said control-conductor being independent of the motor driving circuit) 9. The combination of a car, an electric motor thereon, electrically operated motorcontrolling mechanism thereon, a stationary control-conductor, and a traveling electrical connection between the control-conductor and the motor controlling mechanism, said co11tr5l-60hductor being independent of the motor driving circuit and divided into sections.

10. The combination of a car, an electric motor thereon,-electrically operated motorcontrolling mechanism thereon, a stationary control-conductor, and a traveling electrical connection between the control conductor and the .n'iotor-controlling mechanism, said control-conductor being independent of'the motor driving circuit and divided into sec tions insulated from one another.

11. The combination of a car, an electric motor thereon, electrically operated motorcontrolling mechanism thereon, a stationary control-conductor, and a traveling electrical connection between the control-conductor and the motor controlling mechanism, said control conductor being independent of the motor driving circuit and divided into oven lapping sections.

12. In an electric railway, a control-conductor arranged along the track and divided into sections of such length that two trains cannot be operated upon the same section at the same time,

13. The combination of a railway train composed of cars with and without electric driving motors, the motor cars being separated by one or more cars without motors, motor-controlling devices on the motor cars, and means for controlling all the motor con trolling devices from one point, said means being independent of the cars without motors,

14. The combination of a railway train composed or cars with and without electric driving motors, the motor cars being separated by one or more cars without motors, motor-controlling devices on the motor cars,

a control-conductor'in electrical conne tion with the motor controlling devices on the motor cars but independent of the cars without motors.

Signed at Cleveland, Ohio, this 20 day of October, 1906.

ARTHUR o. nasrwoon.

Witnesses:

C. W; CoMsTooK. C. PIRTLE. 

